Ais 156 PDF
Ais 156 PDF
Ais 156 PDF
FINALIZED DRAFT
I
AIS-156/DF
INTRODUCTION
The Government of India felt the need for a permanent agency to expedite the
publication of standards and development of test facilities in parallel when the work of
preparation of standards is going on, as the development of improved safety critical
parts can be undertaken only after the publication of the standard and commissioning
of test facilities. To this end, the erstwhile Ministry of Surface Transport (MoST) has
constituted a permanent Automotive Industry Standards Committee (AISC) vide order
no. RT-11028/11/97-MVL dated September 15, 1997. The standards prepared by
AISC will be approved by the permanent CMVR Technical Standing Committee
(CTSC). After approval, The Automotive Research Association of India, (ARAI),
Pune, being the secretariat of the AIS Committee, has published this standard. For
better dissemination of this information, ARAI may publish this standard on their
website.
This standard prescribes the specific requirements for L Category Electric Power Train
Vehicles.
The AISC panel and the Automotive Industry Standards Committee (AISC)
responsible for preparation of this standard are given in Annex 10 and Annex 11
respectively.
II
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III
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IV
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CONTENTS
1 Scope 1/85
2 Definitions 1/85
List of Annexes
V
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Appendix 2
VI
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1.0 SCOPE
1.1. Part I: Safety requirements with respect to the electric power train of
vehicles of category L, as defined in Rule 2 (u) of CMVR, equipped
with one or more traction motor(s) operated by electric power and not
permanently connected to the grid, as well as their high voltage
components and systems which are galvanically connected to the
high voltage bus of the electric power train.
2.0 DEFINITIONS
For the purpose of this standard following definitions shall apply. For
additional applicable terms refer AIS-049 (Rev 1) - 2016, as amended
and revised from time to time
2.1. "Active driving possible mode" means the vehicle mode when
application of pressure to the accelerator pedal (or activation of an
equivalent control) or release of the brake system will cause the
electric power train to move the vehicle.
2.2. "Barrier" means the part providing protection against direct contact
to the live parts from any direction of access.
2.7. "Coupling system for charging the REESS" means the electrical
circuit used for charging the REESS from an external electric power
supply including the vehicle inlet or a permanently affixed charging
cable.
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2.8. "C Rate" of "n C" is defined as the constant current of the tested-
device, which takes 1/n hours to charge or discharge the tested-device
between 0 per cent of the state of charge and 100 per cent of the state
of charge.
2.9. "Direct contact" means the contact of persons with live parts.
2.14. "Electric power train" means the electrical circuit which includes
the traction motor(s), and may include the REESS, the electric energy
conversion system, the electronic converters, the associated wiring
harness and connectors, and the coupling system for charging the
REESS.
2.16. "Enclosure" means the part enclosing the internal units and
providing protection against direct contact from any direction of
access.
2.17. "Exposed conductive part" means the conductive part which can be
touched under the provisions of the protection IPXXB, and which
becomes electrically energized under isolation failure conditions.
This includes parts under a cover that can be removed without using
tools.
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2.23. "High voltage bus" means the electrical circuit, including the
coupling system for charging the REESS that operates on high
voltage.
2.29. "Open type traction battery" means a liquid type battery requiring
refilling with water and generating hydrogen gas released to the
atmosphere.
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(c) The number of cells, the mode of connection of the cells and the
physical support of the cells;
2.43. "Vehicle type" means vehicles which do not differ in such essential
aspects as:
(b) Nature and type of electric power train and the galvanically
connected high voltage components.
3.1. Part I: Approval of a vehicle type with regard to its electrical safety,
including the High Voltage System
3.1.1. The application for approval of a vehicle type with regard to specific
requirements for the electric power train shall be submitted by the
vehicle manufacturer or by his duly accredited representative.
3.1.2.1. Detailed description of the vehicle type as regards the electric power
train and the galvanically connected high voltage bus.
3.1.2.2. For vehicles with REESS, additional evidence showing that the REESS
is in compliance with the requirements of paragraph 6. of this Standard.
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agreement of the Test Agency, either additional vehicle(s), or those parts
of the vehicle regarded by the Test Agency as essential for the test(s)
referred to in the paragraph 6. of this Standard.
Protection against direct contact with high voltage live parts is also
required for vehicles equipped with any REESS type approved under
Part II of this Standard.
The protection against direct contact with the live parts, shall comply
with paragraphs 5.1.1.1. and 5.1.1.2.
5.1.1.1. For protection of live parts inside the passenger compartment or luggage
compartment, the protection degree IPXXD shall be provided.
5.1.1.2. Protection of live parts in areas other than the passenger compartment or
luggage compartment
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5.1.1.3. Connectors
(a) They comply with 5.1.1.1. and 5.1.1.2. when separated without
the use of tools; or
(b) They are located underneath the floor and are provided with a
locking mechanism; or
5.1.1.5. Marking
5.1.1.5.1. In the case of a REESS having high voltage capability the symbol
shown in Figure 1 shall appear on or near the REESS. The symbol
background shall be yellow, the bordering and the arrow shall be
black.
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Figure 1
5.1.1.5.2. The symbol shall also be visible on enclosures and barriers, which,
when removed expose live parts of high voltage circuits. This
provision is optional to any connector for high voltage buses. This
provision shall not apply to any of the following cases:
5.1.1.5.3. Cables for high voltage buses which are not located within enclosures
shall be identified by having an outer covering with the colour
orange.
5.1.2.1. For protection against electrical shock which could arise from
indirect contact, the exposed conductive parts, such as the conductive
barrier and enclosure, shall be galvanically connected securely to the
electrical chassis by connection with electrical wire or ground cable,
or by welding, or by connection using bolts, etc. so that no dangerous
potentials are produced.
5.1.2.2. The resistance between all exposed conductive parts and the
electrical chassis shall be lower than 0.1 Ω when there is current flow
of at least 0.2 A.
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5.1.2.4. The requirement of paragraph 5.1.2.3. above shall not apply to the
vehicles which satisfy (a) or (b) below:
(a) The vehicle´s REESS can be charged via the external electric
power supply only by using an off-board charger with a double
insulation or reinforced insulation structure between input and
output.
5.1.2.4.1.1. For vehicle with on-board charger the test shall be conducted
according to Annex 9A to this standard.
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Also, do not use the battery nor the vehicle and ask your original
vehicle manufacturer authorized representative to take (appropriate)
measures."
However, if all AC high voltage buses are protected by one of the two
following measures, isolation resistance between any high voltage bus
and the electrical chassis shall have a minimum value of 100 Ω/V of
the working voltage:
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The isolation resistance between the high voltage bus and the
electrical chassis may be demonstrated by calculation, measurement
or a combination of both.
For the coupling system (used to charge the REESS and intended to be
conductively connected to the grounded external AC power supply)
the isolation resistance shall be at least 1 MΩ when the charger
coupler is disconnected. During the measurement, the REESS may be
disconnected.
5.2. REESS
5.2.1.1. For a REESS which has been type approved in accordance with Part II
of this Standard, installation shall be in accordance with the
instructions provided by the manufacturer of the REESS, and in
conformity with the description provided in Annex 2 to this Standard.
Spaces for open type traction batteries that may produce hydrogen gas
shall be equipped with a ventilation fan, a ventilation duct or any other
suitable means to prevent the accumulation of hydrogen gas.
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Vehicles shall foresee that no spilled electrolyte from the REESS and
its components shall reach the driver, rider or passenger or any person
around the vehicle during normal condition of use and/or functional
operation.
The REESS in the vehicle shall not be ejected when the vehicle is
tilted.
The REESS components shall not be ejected when the REESS is put
upside-down.
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5.3.1.2. Only a single action shall be required to deactivate the active driving
possible mode.
5.3.1.3.2. The conditions under which these indications are given shall be
determined by the manufacturer.
5.3.1.5 There shall also be an optical / visual indication to the driver when
state of charge of the REESS reaches a level where re-charging is
recommended, this indication shall remain ON, even if the vehicle is
restarted, till the vehicle is charged above the charge level where re-
charging is recommended. In case vehicle has an indicator or display
which shows continuously the state-of-charge (SOC) level of REESS
to the driver, the provision of indication mentioned in this clause is
optional.
5.4.1. This test shall be carried out on all vehicles equipped with open type
traction batteries. If the REESS has been approved under Part II of
this Standard and installed in accordance with paragraph 5.2.1.1., this
test can be omitted for the approval of the vehicle.
5.4.2. The test shall be conducted according to the method in Annex 7 of the
present Standard. The hydrogen sampling and analysis shall be
prescribed. Other analysis methods can be approved if it is proven that
they give equivalent results.
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5.4.5. All the operations linked to the REESS charging shall be controlled
automatically, including the stop for charging.
The test as per 5.5.1, 5.5.2 and 5.5.3 shall be performed. After each
exposure (vehicles still wet), the vehicle shall then comply with the
isolation resistance test with at least 100 Ω/V of nominal voltage, but
keeping the power equipment connected to the REESS (main switch
closed), and before water test isolation resistance with at least 500
Ω/V of nominal voltage.
5.5.1 Washing
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5.5.2 Flooding
If the wade pool used is less than 500 m in length, so that it has to be
driven through several times, the total time including the periods
outside the wade pool shall be less than 10 min.
The critical areas of the vehicle regarding this test are those accessible
with opened opening parts. This test uses a spray nozzle according to
IPX3 as specified in IEC 60529.
Using fresh water with a flow rate of 10 l/min, all surfaces with
normally open opening parts shall be exposed for 5 min, possibly
through a regular movement of the spray nozzle.
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6.1. General
6.2. Vibration
(c) Fire;
(d) Explosion.
6.2.2.2. For a high voltage REESS, the isolation resistance measured after the
test in accordance with Annex 5B to this Standard shall not be less
than 100 Ω/Volt.
(c) Fire;
(d) Explosion.
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6.3.2.2. For a high voltage REESS, the isolation resistance measured after the
test in accordance with Annex 5B of this Standard shall not be less
than 100 Ω/Volt.
(c) Fire;
(d) Explosion.
6.4.1.2.2. For a high voltage REESS, the isolation resistance measured after the
test in accordance with Annex 5B of this Standard shall not be less
than
100 Ω / Volt.
6.4.2.1. This test shall apply to vehicles with a centre and/or side stand.
(c) Fire;
(d) Explosion.
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6.4.2.2.2. For a high voltage REESS the isolation resistance of the tested-device
shall ensure at least 100 Ω/Volt for the whole REESS measured after
the test in accordance with Annex 5B to this Standard.
(c) Fire;
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(d) Explosion.
6.6.2.2. For a high voltage REESS, the isolation resistance measured after the
test in accordance with Annex 5B to this Standard shall not be less
than 100 Ω/V.
(c) Fire;
(d) Explosion.
6.7.2.2. For a high voltage REESS, the isolation resistance measured after the
test in accordance with Annex 5B to this Standard shall not be less
than 100 Ω/V.
(c) Fire;
(d) Explosion.
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6.8.2.2. For a high voltage REESS the isolation resistance measured after the
test in accordance with Annex 5B to this Standard shall not be less
than 100 Ω/V.
(c) Fire;
(d) Explosion.
6.9.2.2. For a high voltage REESS, the isolation resistance measured after the
test in accordance with Annex 5B to this Standard shall not be less
than 100 Ω/V.
6.10. Emission
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7.1. Every modification of the vehicle or REESS type with regard to this
Standard shall be notified to the Test Agency which approved the
vehicle or REESS type. The Test Agency may then either:
9.1. General guidelines for transitional provisions for this standard shall be
as per AIS-000, as amended from time to time, as applicable, with the
following additional requirements.
9.2. For L category vehicles re-testing shall be carried out for compliance
to this standard from the date stipulated in the notification.
Manufacturers may request testing as per this standard from the date
of adoption of this standard in CMVR-TSC. In such case, vehicle
complying with AIS 156 shall deemed to comply with
AIS 038 (Rev 1).
9.3. For REESS of L category vehicles re-testing shall be carried out for
compliance to this standard from the date stipulated in the notification.
Manufacturers may request testing as per this standard from the date
of adoption of this standard in CMVR-TSC. In such case, REESS
complying with AIS 156 shall deemed to comply with AIS 048.
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ANNEX 1
1.2. Type:
3.0 REESS
3.3.1. Structure:
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3.3.3. Dimensions:
5.1. Type:
6.1. Type:
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ANNEX 2
1.3.1. Structure:
1.3.3. Dimensions:
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ANNEX 3
1.2. Type:
2.0 REESS
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ANNEX 4
The access probe is pushed against any openings of the enclosure with
the force specified in Table 1. If it partly or fully penetrates, it is
placed in every possible position, but in no case shall the stop face
fully penetrate through the opening.
A low-voltage supply (of not less than 40 V and not more than 50 V)
in series with a suitable lamp should be connected, if necessary,
between the probe and live parts inside the barrier or enclosure.
In the case of the test for IPXXB, the jointed test finger may penetrate
to its 80 mm length, but the stop face (diameter 50 mm x 20 mm) shall
not pass through the opening. Starting from the straight position, both
joints of the test finger shall be successively bent through an angle of
up
In case of the tests for IPXXD, the access probe may penetrate to its
full length, but the stop face shall not fully penetrate through the
opening.
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Table 1
Access probes for the tests for protection of persons against access to hazardous
parts
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Figure 1
Both joints shall permit movement in the same plane and the same direction
through an angle of 90° with a 0 to +10° tolerance.
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ANNEX 5A
The isolation resistance for each high voltage bus of the vehicle shall
be measured or shall be determined by calculation using measurement
values from each part or component unit of a high voltage bus
(hereinafter referred to as the "divided measurement").
2.0 MEASUREMENT METHOD
The voltmeter used in this test shall measure DC values and shall have
an internal resistance of at least 10 MΩ.
2.2.3. Measurement method
Energy Conversion
System Assembly V2 REESS Assembly
+ +
Energy
Traction System REESS
Conversion
Vb
System
- -
V1
Electrical Chassis
Figure 1
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Measure and record the voltage (V1) between the negative side of the
high voltage bus and the electrical chassis (see Figure 1).
Measure and record the voltage (V2) between the positive side of the
high voltage bus and the electrical chassis (see Figure 1).
Electrical Chassis
Energy Conversion
System Assembly REESS Assembly
+ +
Energy
Traction System REESS
Conversion
Vb
System
- -
V1´ Ro
Electrical Chassis
Figure 2
Measurement of V1’
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Electrical Chassis
Energy Conversion Ro
System Assembly REESS Assembly
V2'
High Voltage Bus
+ +
Energy
Conversion Traction System REESS
System
- -
Electrical Chassis
Figure 3
Measurement of V2’
Note: The standard known resistance Ro (in Ω) should be the value of the
minimum required isolation resistance (in Ω/V) multiplied by the
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ANNEX 5B
In cases where the measured values are not stable due to the operation
of the isolation resistance monitoring system, etc., necessary
modification for conducting the measurement may be carried out, such
as stopping the operation of the device concerned or removing it.
Furthermore, when the device is removed, it shall be proven, using
drawings, etc., that it will not change the isolation resistance between
the live parts and the ground connection designated by the
manufacturer as a point to be connected to the electrical chassis when
installed on the vehicle.
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The voltmeter used in this test shall measure DC values and shall have
an internal resistance of at least 10 MΩ.
Figure 1
Tested-
Vb device
V2 V1
Ground
connection
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Figure 2
Tested-
Vb device
R0 V1’
Ground
connection
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Figure 3
Tested-
Vb device
R0 -
V2’
Ground
connection
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ANNEX 6
(See 5.1.3.3. b)
Insert a resistor that does not cause the isolation resistance between the terminal
being monitored and the electrical chassis to drop below the minimum required
isolation resistance value. The warning shall be activated.
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ANNEX 7
DETERMINATION OF HYDROGEN EMISSIONS DURING THE CHARGE
PROCEDURES OF THE REESS
(See 5.4.2.)
1.0 INTRODUCTION
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START
Vehicle/REESS preparation
(if necessary)
Maximum 7 days
days days
Discharge of the REESS
Ambient temperature of 293 to 303 K
Maximum 15 min
12 to Soak
36 h
Maximum 7 days
Maximum 15 min
12 Soak
to
END
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4.2.1.2. The hydrogen analyser shall have a response time to 90 per cent of
final reading of less than 10 seconds. Its stability shall be better than
2 per cent of full scale at zero and at 80 per cent ± 20 per cent of full
scale, over a 15-minute period for all operational ranges.
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4.2.1.4. The operational ranges of the analyser shall be chosen to give best
resolution over the measurement, calibration and leak checking
procedures.
4.3.2. The temperatures in the proximity of the cells are recorded by means
of the sensors.
4.3.4. The accuracy of the temperature recording system shall be within ±1.0
K and the temperature shall be capable of being resolved to ±0.1 K.
4.4.1.
and the enclosure internal pressure shall, throughout the hydrogen
emission measurements, be recorded at a frequency of at least once
per minute.
4.4.2. The accuracy of the pressure recording system shall be within ±2 hPa
and the pressure shall be capable of being resolved to ±0.2 hPa.
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4.5.1. The charger voltage and current intensity (battery) shall, throughout
the hydrogen emission measurements, be recorded at a frequency of at
least once per minute.
4.5.2. The accuracy of the voltage recording system shall be within ±1 V and
the voltage shall be capable of being resolved to ±0.1 V.
4.6. Fans
The chamber shall be equipped with one or more fans or blowers with
a possible flow of 0.1 to 0.5 m3/second in order to thoroughly mix the
atmosphere in the enclosure. It shall be possible to reach a
homogeneous temperature and hydrogen concentration in the chamber
during measurements. The vehicle in the enclosure shall not be
subjected to a direct stream of air from the fans or blowers.
4.7. Gases
4.7.1. The following pure gases shall be available for calibration and
operation:
(a) Purified synthetic air (purity < 1 ppm C1 equivalent; < 1 ppm CO;
< 400 ppm CO2; < 0.1 ppm NO ); oxygen content between 18 and
21 per cent by volume,
4.7.2. Calibration and span gases shall contain mixtures of hydrogen (H2)
and purified synthetic air. The real concentrations of a calibration gas
shall be within ±2 per cent of the nominal values. The accuracy of the
diluted gases obtained when using a gas divider shall be within ±2 per
cent of the nominal value. The concentrations specified in Appendix
1 may also be obtained by a gas divider using synthetic air as the
dilution gas.
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The ageing of REESS shall be checked, proving that the vehicle has
performed at least 300 km during seven days before the test. During
this period, the vehicle shall be equipped with the traction battery
submitted to the hydrogen emission test. If this cannot be
demonstrated then the following procedure will be applied.
The procedure starts with the discharge of the REESS of the vehicle
while driving on the test track at a steady speed of 70 per cent ± 5 per
cent of the maximum speed of the vehicle during 30 minutes.
Discharging is stopped:
(a) When the vehicle is not able to run at 65 per cent of the maximum
thirty minutes speed, or
(b) When an indication to stop the vehicle is given to the driver by the
standard on-board instrumentation, or
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5.1.1.3. Procedure from paragraphs 5.1.1.1. and 5.1.1.2. shall be repeated two
times.
(a) When an indication to stop the vehicle is given to the driver by the
standard on-board instrumentation, or
(b) When the maximum speed of the vehicle is lower than 20 km/h.
5.1.3. Soak
5.1.4.1. Before the completion of the soak period, the measuring chamber
shall be purged for several minutes until a stable hydrogen
background is obtained. The enclosure mixing fan(s) shall also be
turned on at this time.
5.1.4.2. The hydrogen analyser shall be zeroed and spanned immediately prior
to the test.
5.1.4.3. At the end of the soak, the test vehicle, with the engine shut off and
the test vehicle windows and luggage compartment opened shall be
moved into the measuring chamber.
5.1.4.4. The vehicle shall be connected to the mains. The REESS is charged
according to normal charge procedure as specified in
paragraph 5.1.4.7. below.
5.1.4.5. The enclosure doors are closed and sealed gas-tight within two
minutes from electrical interlock of the normal charge step.
5.1.4.6. The start of a normal charge for hydrogen emission test period begins
when the chamber is sealed. The hydrogen concentration, temperature
and barometric pressure are measured to give the initial readings CH2i,
Ti and Pi for the normal charge test.
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The normal charge is carried out with the charger and consists of the
following steps:
5.1.5.1. Within seven days maximum after having completed the prior test, the
procedure starts with the discharge of the REESS of the vehicle
according to paragraph 5.1.2. of this annex.
5.1.5.2. The steps of the procedure in paragraph 5.1.3. of this annex shall be
repeated.
5.1.5.3. Before the completion of the soak period, the measuring chamber
shall be purged for several minutes until a stable hydrogen
background is obtained. The enclosure mixing fan(s) shall also be
turned on at this time.
5.1.5.4. The hydrogen analyser shall be zeroed and spanned immediately prior
to the test.
5.1.5.5. At the end of the soak, the test vehicle, with the engine shut off and
the test vehicle windows and luggage compartment opened shall be
moved into the measuring chamber.
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5.1.5.6. The vehicle shall be connected to the mains. The REESS is charged
according to failure charge procedure as specified in
paragraph 5.1.5.9. below.
5.1.5.7. The enclosure doors are closed and sealed gas-tight within two
minutes from electrical interlock of the failure charge step.
5.1.5.8. The start of a failure charge for hydrogen emission test period begins
when the chamber is sealed. The hydrogen concentration, temperature
and barometric pressure are measured to give the initial readings CH2i,
Ti and Pi for the failure charge test.
The charging failure is carried out with the suitable charger and
consists of the following steps:
5.1.5.11. The end of test period occurs t'1 + 30 minutes after the beginning of
the initial sampling, as specified in paragraph 5.1.5.8. above. The
times elapsed are recorded. The hydrogen concentration, temperature
and barometric pressure are measured to give the final readings CH2f,
Tf and Pf for the charging failure test, used for the calculation in
paragraph 6. of this annex.
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5.2.3. Soak
5.2.4.1. Before the completion of the REESS's soak period, the measuring
chamber shall be purged for several minutes until a stable hydrogen
background is obtained. The enclosure mixing fan(s) shall also be
turned on at this time.
5.2.4.2. The hydrogen analyser shall be zeroed and spanned immediately prior
to the test.
5.2.4.3. At the end of the soak period, the REESS shall be moved into the
measuring chamber.
5.2.4.4. The REESS shall be charged in accordance with the normal charge
procedure as specified in paragraph 5.2.4.7. below.
5.2.4.5. The chamber shall be closed and sealed gas-tight within two minutes
of the electrical interlock of the normal charge step.
5.2.4.6. The start of a normal charge for hydrogen emission test period shall
begin when the chamber is sealed. The hydrogen concentration,
temperature and barometric pressure are measured to give the initial
readings CH2i, Ti and Pi for the normal charge test.
The normal charge is carried out with a suitable charger and consists
of the following steps:
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5.2.5.1. The test procedure shall start within a maximum of seven days after
having completed the test in paragraph 5.2.4. above, the procedure
shall start with the discharge of the REESS of the vehicle in
accordance with paragraph 5.2.2. above.
5.2.5.2. The steps of the procedure in paragraph 5.2.3. above shall be repeated.
5.2.5.3. Before the completion of the soak period, the measuring chamber
shall be purged for several minutes until a stable hydrogen
background is obtained. The enclosure mixing fan(s) shall also be
turned on at this time.
5.2.5.4. The hydrogen analyser shall be zeroed and spanned immediately prior
to the test.
5.2.5.5. At the end of the soak the REESS shall be moved into the measuring
chamber.
5.2.5.6. The REESS shall be charged according to the failure charge procedure
as specified in paragraph 5.2.5.9. below.
5.2.5.7. The chamber shall be closed and sealed gas-tight within two minutes
from electrical interlock of the failure charge step.
5.2.5.8. The start of a failure charge for hydrogen emission test period begins
when the chamber is sealed. The hydrogen concentration, temperature
and barometric pressure are measured to give the initial readings CH2i,
Ti and Pi for the failure charge test.
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The charging failure is carried out with a suitable charger and consists
of the following steps:
5.2.5.11. The end of test period occurs t'1 + 30 minutes after the beginning of
the initial sampling, as specified in paragraph 5.2.5.8. above. The
times elapsed are recorded. The hydrogen concentration, temperature
and barometric pressure are measured to give the final readings CH2f,
Tf and Pf for the charging failure test, used for the calculation in
paragraph 6. below.
6.0 CALCULATION
V
(1 out ) C H 2f Pf C P
M H2 k V 10 4 V H 2i i
Tf Ti
Where:
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k = 2.42
Where:
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ANNEX 7 - APPENDIX 1
All equipment shall be calibrated before its initial use and then
calibrated as often as necessary and in any case in the month before
type approval testing. The calibration methods to be used are
described in this appendix.
2.0 CALIBRATION OF THE ENCLOSURE
2.1.1. Before its initial use, the internal volume of the chamber shall be
determined as follows:
The internal dimensions of the chamber are carefully measured, taking
into account any irregularities such as bracing struts.
The internal volume of the chamber is determined from these
measurements.
The enclosure shall be latched to a fixed volume when the enclosure is
held at an ambient temperature of 293 K. This nominal volume shall
be repeatable within ±0.5 per cent of the reported value.
2.1.2. The net internal volume is determined by subtracting 1.42 m3 from the
internal volume of the chamber. Alternatively the volume of the test
vehicle with the luggage compartment and windows open or REESS
may be used instead of the 1.42 m3.
2.1.3. The chamber shall be checked as in paragraph 2.3. of this appendix. If
the hydrogen mass does not agree with the injected mass to within ±2
per cent then corrective action is required.
2.2. Determination of chamber background emissions
This operation determines that the chamber does not contain any
materials that emit significant amounts of hydrogen. The check shall
be carried out at the enclosure's introduction to service, after any
operations in the enclosure which may affect background emissions
and at a frequency of at least once per year.
2.2.1. Variable-volume enclosure may be operated in either latched or
unlatched volume configuration, as described in paragraph 2.1.1.
above. Ambient temperature shall be maintained at 293 K ± 2 K,
throughout the four-hour period mentioned below.
2.2.2. The enclosure may be sealed and the mixing fan operated for a period
of up to 12 hours before the four-hour background-sampling period
begins.
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2.2.3. The analyser (if required) shall be calibrated, then zeroed and
spanned.
2.2.6. The enclosure is allowed to stand undisturbed with the mixing fan on
for a period of four hours.
2.2.7. At the end of this time the same analyser is used to measure the
hydrogen concentration in the chamber. The temperature and the
barometric pressure are also measured. These are the final readings
CH2f, Tf and Pf.
2.3.3. The ambient temperature control system is then turned on (if not
already on) and adjusted for an initial temperature of 293 K.
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2.3.7. The contents of the chamber shall be allowed to mix for five minutes
and then the hydrogen concentration, temperature and barometric
pressure are measured. These are the final readings CH2f, Tf and Pf for
the calibration of the enclosure as well as the initial readings CH2i, Ti
and Pi for the retention check.
2.3.8. On the basis of the readings taken in paragraphs 2.3.4 and 2.3.7 above
and the formula in paragraph 2.4. below, the mass of hydrogen in the
enclosure is calculated. This shall be within ±2 per cent of the mass of
hydrogen measured in paragraph 2.3.6. above.
2.3.9. The contents of the chamber shall be allowed to mix for a minimum of
10 hours. At the completion of the period, the final hydrogen
concentration, temperature and barometric pressure are measured and
recorded. These are the final readings CH2f, Tf and Pf for the hydrogen
retention check.
2.3.10. Using the formula in paragraph 2.4. below, the hydrogen mass is then
calculated from the readings taken in paragraphs 2.3.7 and 2.3.9.
above. This mass may not differ by more than 5 per cent from the
hydrogen mass given by paragraph 2.3.8. above.
2.4. Calculation
V
(1 out ) C H 2 f Pf C P
M H2 k V 10 4 V H 2i i
Tf Ti
Where:
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ANNEX 7 - APPENDIX 2
2.0 To this end, those vehicle types whose parameters described below
are identical are considered to belong to the same hydrogen
emissions.
REESS:
On-board charger:
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ANNEX 8
REESS TEST PROCEDURES
(See 6.1.)
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ANNEX 8 – APPENDIX 1
Standard discharge:
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ANNEX 8A
VIBRATION TEST
(See 6.2.1.)
1.0 PURPOSE
The purpose of this test is to verify the safety performance of the REESS
under a vibration environment which the REESS will likely experience
during the normal operation of the vehicle.
2.0 INSTALLATIONS
2.1. This test shall be conducted either with the complete REESS or with
related REESS subsystem(s) including the cells and their electrical
connections. If the manufacturer chooses to test with related
subsystem(s), the manufacturer shall demonstrate that the test result can
reasonably represent the performance of the complete REESS with
respect to its safety performance under the same conditions. If the
electronic management unit for the REESS is not integrated in the casing
enclosing the cells, then the electronic management unit may be omitted
from installation on the tested-device if so requested by the
manufacturer.
2.2. The tested-device shall be firmly secured to the platform of the vibration
machine in such a manner as to ensure that the vibrations are directly
transmitted to the tested-device.
3.0 PROCEDURES
(b) At the beginning of the test, the SOC shall be adjusted to a value in
the upper 50 per cent of the normal operating SOC range of the
tested-device;
(c) At the beginning of the test, all protection devices which affect the
function(s) of the tested-device that are relevant to the outcome of
the test shall be operational.
This cycle shall be repeated 12 times for a total of 3 hours in the vertical
direction of the mounting orientation of the REESS as specified by the
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manufacturer.
Table 1
7 - 18 10
50 - 200 80
Table 2
7 - 18 10
25 - 200 20
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ANNEX 8B
The purpose of this test is to verify the resistance of the REESS to sudden
changes in temperature. The REESS shall undergo a specified number of
temperature cycles, which start at ambient temperature followed by high
and low temperature cycling. It simulates a rapid environmental
temperature change which a REESS would likely experience during its
life.
2.0 INSTALLATIONS
This test shall be conducted either with the complete REESS or with
related REESS subsystem(s) of the REESS including the cells and their
electrical connections. If the manufacturer chooses to test with related
subsystem(s), the manufacturer shall demonstrate that the test result can
reasonably represent the performance of the complete REESS with
respect to its safety performance under the same conditions. If the
electronic management unit for the REESS is not integrated in the casing
enclosing the cells, then the electronic management unit may be omitted
from installation on the tested-device if so requested by the manufacturer.
3.0 PROCEDURES
The following conditions shall apply to the tested-device at the start of the
test:
(a) The SOC shall be adjusted to a value in the upper 50 per cent of the
normal operating SOC range;
(b) All protection devices, which would affect the function of the tested-
device and which are relevant to the outcome of the test shall be
operational.
The tested-device shall be stored for at least six hours at a test temperature
equal to 60 °C ± 2 °C or higher if requested by the manufacturer, followed
by storage for at least six hours at a test temperature equal to -40 °C
± 2 °C or lower if requested by the manufacturer. The maximum time
interval between test temperature extremes shall be 30 minutes. This
procedure shall be repeated until a minimum of 5 total cycles are
completed, after which the tested-device shall be stored for 24 hours at an
ambient temperature of
20 °C ± 10 °C.
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ANNEX 8C
2.0 PROCEDURES
The following conditions shall apply to the removed REESS at the start of
the test:
(a) Adjust the SOC to at least 90 per cent of the rated capacity as
specified in the Annex 1, paragraph 3.4.3. or Annex 2, paragraph
1.4.3. or Annex 3, paragraph 2.3.2.
Free fall of the removed REESS from a height of 1.0 m (from bottom of
the REESS) to a smooth, horizontal concrete pad or other flooring type
with equivalent hardness.
Directly after the termination of the drop test a standard cycle as described
in Annex 8, Appendix 1 shall be conducted, if not inhibited.
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ANNEX 8D
MECHANICAL SHOCK
(See 6.4.2.1.)
1.0 PURPOSE
The purpose of this test is to verify the safety performance of the REESS
under mechanical shock which may occur during fall on the side from
stationary or parked situation.
2 INSTALLATIONS
2.1. This test shall be conducted either with the complete REESS or with
related subsystems of the REESS including the cells and their electrical
connections.
If the electronic management unit for the REESS is not integrated, then
such a control unit may be omitted from installation on the Tested-Device
if so requested by the manufacturer.
2.2. The Tested-Device shall be connected to the test fixture only by the
intended mountings provided for the purpose of attaching the REESS or
REESS subsystem to the vehicle.
3.0 PROCEDURES
(b) At the beginning of the test, the SOC shall be adjusted to a value in the
upper 50 per cent of the normal operating SOC range.
(c) At the beginning of the test, all protection devices which effect the
function of the tested-device and which are relevant to the outcome of
the test, shall be operational.
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ANNEX 8E
FIRE RESISTANCE
(SEE 6.5.1.)
1.0 PURPOSE
The purpose of this test is to verify the resistance of the REESS, against
exposure to fire from outside of the vehicle due to e.g. a fuel spill from a
vehicle (either the vehicle itself or a nearby vehicle). This situation should
leave the driver and passengers with enough time to evacuate.
2.0 INSTALLATIONS
2.1. This test shall be conducted either with the complete REESS or with
related REESS subsystem(s) including the cells and their electrical
connections. If the manufacturer chooses to test with related subsystem(s),
the manufacturer shall demonstrate that the test result can reasonably
represent the performance of the complete REESS with respect to its
safety performance under the same conditions. If the electronic
management unit for the REESS is not integrated in the casing enclosing
the cells, then the electronic management unit may be omitted from
installation on the tested-device if so requested by the manufacturer.
Where the relevant REESS subsystems are distributed throughout the
vehicle, the test may be conducted on each relevant of the REESS
subsystem.
3.0 PROCEDURES
(b) At the beginning of the test, the SOC shall be adjusted to a value in the
upper 50 per cent of the normal operating SOC range;
(c) At the beginning of the test, all protection devices which effect the
function of the tested-device and are relevant for the outcome of the
test shall be operational.
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The grating table shall be constructed by steel rods, diameter 6-10 mm,
with 4-6 cm in between. If needed the steel rods could be supported by
flat steel parts.
The fire shall cover the whole area of the pan during whole fire exposure.
The pan dimensions shall be chosen so as to ensure that the sides of the
tested-device are exposed to the flame. The pan shall therefore exceed the
horizontal projection of the tested-device by at least 20 cm, but not more
than 50 cm. The sidewalls of the pan shall not project more than 8 cm
above the level of the fuel at the start of the test.
3.4. The pan filled with fuel shall be placed under the tested-device in such a
way that the distance between the level of the fuel in the pan and the
bottom of the tested-device corresponds to the design height of the tested-
device above the road surface at the unladen mass if paragraph 3.2.1.
above is applied or approximately 50 cm if paragraph 3.2.2. above is
applied. Either the pan, or the testing fixture, or both, shall be freely
movable.
3.5. During phase C of the test, the pan shall be covered by a screen. The
screen shall be placed 3 cm ± 1 cm above the fuel level measured prior to
the ignition of the fuel. The screen shall be made of a refractory material,
as prescribed in Annex 8E - Appendix 1. There shall be no gap between
the bricks and they shall be supported over the fuel pan in such a manner
that the holes in the bricks are not obstructed. The length and width of the
frame shall be 2 cm to 4 cm smaller than the interior dimensions of the
pan so that a gap of 1 cm to 2 cm exists between the frame and the wall of
the pan to allow ventilation. Before the test the screen shall be at least at
the ambient temperature. The firebricks may be wetted in order to
guarantee repeatable test conditions.
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3.6. If the tests are carried out in the open air, sufficient wind protection shall
be provided and the wind velocity at pan level shall not exceed 2.5 km/h.
3.7. The test shall comprise of three phases B-D, if the fuel is at least at
temperature of 20 °C. Otherwise the test shall comprise four phases A–D.
The fuel in the pan shall be ignited at a distance of at least 3 m from the
tested-device. After 60 seconds pre-heating, the pan shall be placed under
the tested-device. If the size of the pan is too large to be moved without
risking liquid spills etc. then the tested-device and test rig can be moved
over the pan instead.
Figure 1
Phase A: Pre-heating
The tested-device shall be exposed to the flame from the freely burning
fuel for 70 seconds.
Figure 2
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Figure 3
The burning pan covered with the screen shall be moved back to the
position described in phase A. No extinguishing of the tested-device shall
be done. After removal of the pan the tested-device shall be observed
until such time as the surface temperature of the tested-device has
decreased to ambient temperature or has been decreasing for a minimum
of 3 hours.
Figure 4
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ANNEX 8E - APPENDIX
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ANNEX 8F
The purpose of this test is to verify the performance of the short circuit
protection. This functionality, if implemented, shall interrupt or limit the
short circuit current to prevent the REESS from any further related severe
events caused by short circuit current.
2.0 INSTALLATIONS
This test shall be conducted either with the complete REESS or with
related REESS subsystem(s), including the cells and their electrical
connections. If the manufacturer chooses to test with related subsystem(s),
the manufacturer shall demonstrate that the test result can reasonably
represent the performance of the complete REESS with respect to its
safety performance under the same conditions. If the electronic
management unit for the REESS is not integrated in the casing enclosing
the cells, then the electronic management unit may be omitted from
installation on the tested-device if so requested by the manufacturer.
3.0 PROCEDURES
(b) At the beginning of the test, the SOC shall be adjusted to a value in the
upper 50 per cent of the normal operating SOC range;
(c) At the beginning of the test, all protection devices which would affect
the function of the tested-device and which are relevant to the outcome
of the test shall be operational.
At the start of the test all relevant main contactors for charging and
discharging shall be closed to represent the active driving possible mode
as well as the mode to enable external charging. If this cannot be
completed in a single test, then two or more tests shall be conducted.
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The short circuit condition shall be continued until the operation of the
REESS´s protection function to interrupt or limit the short circuit current
is confirmed, or for at least one hour after the temperature measured on
the casing of the tested-device has stabilised, such that the temperature
gradient varies by a less than 4 °C through 1 hour.
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ANNEX 8G
OVERCHARGE PROTECTION
(See 6.7.1.)
1.0 PURPOSE
2.0 INSTALLATIONS
3.0 PROCEDURES
(b) At the beginning of the test, all protection devices which would affect
the function of the tested-device and which are relevant to the
outcome of the test shall be operational.
3.2. Charging
At the beginning all relevant main contactors for charging shall be closed.
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ANNEX 8H
OVER-DISCHARGE PROTECTION
(See 6.8.1.)
1.0 PURPOSE
2.0 INSTALLATIONS
3.0 PROCEDURES
(b) The beginning of the test, all protection devices which would affect
the function of the tested-device and which are relevant for the
outcome of the test shall be operational.
3.2. Discharging
At the beginning of the test, all relevant main contactors shall be closed.
A discharge shall be performed with at least 1/3 C rate but shall not
exceed the maximum current within the normal operating range as
specified by the manufacturer.
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ANNEX 8I
OVER-TEMPERATURE PROTECTION
(See 6.9.1.)
1.0 PURPOSE
The purpose of this test is to verify the performance of the protection
measures of the REESS against internal overheating during the operation,
even under the failure of the cooling function if applicable. In the case
that no specific protection measures are necessary to prevent the REESS
from reaching an unsafe state due to internal over-temperature, this safe
operation must be demonstrated.
2.0 INSTALLATIONS
2.1. The following test shall be conducted with the complete REESS (maybe
as a complete vehicle) or with related REESS subsystem(s), including the
cells and their electrical connections. If the manufacturer chooses to test
with related subsystem(s), the manufacturer shall demonstrate that the test
result can reasonably represent the performance of the complete REESS
with respect to its safety performance under the same conditions. The test
may be performed with a modified tested-device as agreed by the
manufacturer and the Test Agency. These modifications shall not
influence the test results.
2.2. Where a REESS is fitted with a cooling function and where the REESS
will remain functional without a cooling function system being
operational, the cooling system shall be deactivated for the test.
2.3. The temperature of the tested-device shall be continuously measured
inside the casing in the proximity of the cells during the test in order to
monitor the changes of the temperature. The on-board sensor if existing
may be used. The manufacturer and Test Agency shall agree on the
location of the temperature sensor(s) used.
3.0 PROCEDURES
3.1. At the beginning of the test, all protection devices which affect the
function of the tested-device and are relevant to the outcome of the test
shall be operational, except for any system deactivation implemented in
accordance with paragraph 2.2. above.
3.2. During the test, the tested-device shall be continuously charged and
discharged with a steady current that will increase the temperature of cells
as rapidly as possible within the range of normal operation as defined by
the manufacturer.
3.3. The tested-device shall be placed in a convective oven or climatic
chamber. The temperature of the chamber or oven shall be gradually
increased until it reaches the temperature determined in accordance with
paragraph 3.3.1. or 3.3.2. below as applicable, and then maintained at a
temperature that is equal to or higher than this, until the end of the test.
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3.3.1. Where the REESS is equipped with protective measures against internal
overheating, the temperature shall be increased to the temperature defined
by the manufacturer as being the operational temperature threshold for
such protective measures, to insure that the temperature of the tested-
device will increase as specified in paragraph 3.2. above.
3.3.2. Where the REESS is not equipped with any specific measures against
internal over-heating, the temperature shall be increased to the maximum
operational temperature specified by the manufacturer.
3.4. The end of test: The test will end when one of the followings is observed:
(a) The tested-device inhibits and/or limits the charge and/or discharge to
prevent the temperature increase;
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ANNEX 9A
2.0 PROCEDURE
Between all the inputs of the charger (plug) and the vehicle’s exposed
conductive parts including the electrical chassis if present, apply a AC test
voltage of 2 x (Un + 1200) V rms at a frequency of 50 Hz or 60 Hz for
one minute, where Un is the AC input voltage (rms);
After the test, measure the insulation resistance when applying 500 V
D.C. between all the inputs and the vehicle’s exposed conductive parts
including the electrical chassis if present.
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ANNEX 9B
2.0 PROCEDURE
(a) Spraying with a stream of fresh water the enclosure from all
practicable directions with a standard test nozzle as shown in Figure 1.
Figure 1
φD'=6.3 mm unit: mm
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(b) Subsequently, apply 500 V DC between all high voltage inputs and the
vehicle’s exposed conductive parts/electrical chassis if present to
measure the isolation resistance.
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ANNEXURE-10
(See Introduction)
Convener Organization
Members Representing
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ANNEXURE-11
(See Introduction)
COMMITTEE COMPOSITION – AISC
Chairperson Organization
Members Representing
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